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This page was last updated: 08/30/04
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LIST OF LATEST UPDATES AND ADDITIONS

Printed below are three rule change proposals that were officially made public during a skiff meeting at the APBA Summer Nationals in Hampton, VA. These proposals seemed to be openly accepted by the majority of skiff owners that were present. There are also a few more rule changes expected to be presented, one pertaining to speed records for the class and one pertaining to driver restrictions based on driver ability. When the final edit is done on those rules I will post them here as well.
As I hinted in my last Sked Says page, new engine rules for the skiff class have been long overdue. As I only had time to do one thing or the other, I skipped writing an op/ed on this subject and instead opted for getting the ball rolling. With help and input from current owners; engine builders; parts suppliers; past and present inspectors; inboard commissioners; and keeping in mind the wishes of some non racing skiff owners deterred from racing because of the current engine rules, new engine rules allowing the use of the 350 CID Chevy were developed. Issues such as price, parts availability, inspection, and ease of  transition were top considerations. Every effort was made to keep the power at the same levels as the two current engines, so don't misconstrue this as a quest for more power or speed for the skiff class. Although the basic premise of these rules will be maintained, these proposed new engine rules are a work in progress, as minor details such as cam specs and/or changes to the compression ratio may be made to help adjust the new engine so it works comparably with the current engines. Speaking of the current engines, a time frame for phasing out the engines already in use in favor of the 350 engine is yet to be determined, an issue that will be ironed out before the October 1 deadline for rule change submission.

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350 C.I.D Engine

All parts inside the engine must remain completely stock as furnished by the original engine manufacturer
except as follows:

a) Block – The engine block shall be a cast iron 350 Chevrolet V-8 with a maximum over bore of .035 inches (4.035"). The stroke shall be 3.48 inches and the minimum deck height shall be .057" measured with a compressed gasket from the top surface of the gasket to the top of the pistons. The block may be align bored, decked, bored, horned, squared and deburred at the engine builders’ discretion. The flywheel must be an automatic or standard transmission type or optional use of an aluminum flywheel. Any type or style of valve covers, timing chain cover or motor mounts/supports may be used. The use of sleeves for the purpose of making repairs only, shall be limited to (3) cylinders. Crankcase breathers may vent the engine in any manner. Valley trays under the intake manifold are permitted.

b) Oil Pan – Any oil pan, mechanical oil pump driven off the distributor and pickup may be modified in any manner provided the engine remains a wet sump system and that all oil lines and hoses remain inside the pan. The oil pan shall mean from the mounting surface of the block for the pan, down. There must not be any modifications to the main bearing caps for attaching of windage trays, etc., other than extended studs.

c) Crankshaft – The crankshaft shall be a stock 350 C.I.D. cast iron or forged steel Chevrolet part with no knife edging, grooving, cross drilling, or enlargement of oil passages permitted. Chamfering of oil holes is permitted. Crankshafts may be chromed, reconditioned and balanced provided no alterations are made to the standard stroke.

d) Pistons – Pistons must be original GM or stock replacements and are not to be machined in any way other than for clearancing of wrist pins or balancing (Wrist pin bosses or back side of piston tops). Tops may be machined for deck clearance only and must maintain a minimum of .245" from top of first ring land to top of piston. Pistons shall have flat tops, four (4) valve recesses. Pressed or full floating wrist pins may be used. Wrist pins must retain stock dimensions and weights. (Specs. to follow). Any full compliment of rings may be used provided no alteration is done to the ring grooves in pistons. Pistons may not be rotated 180 degrees in the cylinder. Pistons may not be coated. Only the following non GM pistons are legal as stock replacements: TRW / SPEED PRO # L2256F

e) Rods – Rods must be original GM or forged steel stock replacements (5.7 inches in length). Flashing removal,shot-peening and polishing rods is permitted. Any stock replacement rod bolt and nut that fits without machining or drilling may be used. Any replacement bearings, rod and main may be used. Only the following non GM connecting rods are legal as stock replacements:
MANLEY # 14101 C-8, 14101-8, 14104-8, 14112 A-8;
SUMMIT # SME-3-48-05-100, SME-3-48-05-200, SME-3-48-05B100, SME-3-48-05B200; LUNATI # LHA1, LHAF;
EAGLE # SIR5700BPLW, SIR5700BBLW.

f) Camshaft – GM # 3972182, Crane Cams # 969551 or equivalent aftermarket cam can be used providing it meets OEM profile under these class rules. Stock or stock replacement solid valve lifters are permitted. Only stock or roller type timing chain and gears are permitted. It shall be permissible to advance or retard the camshaft from its stock position. NO matching other than the indexing of the camshaft alignment pin and for the mounting bolts is permitted on the timing gears.

g) Cylinder Heads – GM casting # 333882 & 3932141; World Castings # 043600; or DART # 10021070 with the following specifications:
Cast Iron, Straight Spark Plug Hole
1.94" Straight Stem Intake Valve - 11/32" Stem size
1.50" Straight Stem Exhaust Valve - 11/32" Stem size
72 cc minimum Combustion Chamber volume
Intake Port Volume: 165cc +2/- 5cc
Exhaust Port Volume: 65cc +2/- 5cc
Machining for and use of Screw in Rocker Studs and Guide Plates is allowed.
The use of polylocks is permitted.
Any 1.5:1 Rocker Arms providing no machining required for use.
The intake and exhaust passages, as well as the combustion chamber, shall not be ground, polished, enlarged or coated. Replacement of valve seats and guides shall be for reconditioning only. Cylinder heads may be machined for valves seals, screw-in or pinned rocker arm studs, marine conversions and on contacting surfaces for the attachment to the block. Head gaskets are mandatory. No change is permitted in the valve area, angle of valve seat and the valves will remain in stock and shape and size. Three angle valve seats are permitted in the head as follows: 1 approach; 1 seat; 1 bottoming. No angle is to be wider than .125". Valve seat width must not be less than .062"
Valves must be stock Chevrolet, GM, or any OEM type valve (stainless permitted). Swirl polished vales are permitted. Shims and any 1.250” OD valve spring, single winding and dampener is permitted, providing no change or machining is required for their use. Any log type, aluminum, or water cooled exhaust manifolds must be used and all gases and water must be mixed no farther than eight inches (8”) from the exhaust manifold outlet and passed through the transom.

h) Intake Manifold – Intake manifold must be aluminum Edelbrock Torker II P/N 5001 for Small Block Chevy. Runner Dimensions: 1.100" X 1.750" max. - measured at cyl. head face. .925" X 2.500" max. - measured adjacent to plenum area. Intake Volume: (Specs. to follow)
No porting, grinding, welding, milling or machining of any kind is permitted except for blocking off the water cross over and heat riser, and machining for steam vents where manifold blocks water passage in cylinder head. Milling or changes to the shape for the attachment of the carburetor or adapter/wedge is not allowed. Manifold must not be painted, dyed, anodized, or in any other way finished. A carburetor wedge or adapter to compensate for the engine angle may be used only if the total overall height does not exceed three (3) inches. This includes any gaskets or throttle linkage plates mounted between the intake manifold and the carburetor. Carburetor wedges, cool cans, or other devices used to cool the fuel are strictly prohibited.

i) Carburetor – The carburetor shall be limited to one (1) mass production American make, having no more than four (4) venturis. The throttle plate shall have holes no larger than 1.750 inches in diameter. Any type air scoop or velocity stack may be used provided the air intake opening does not face forward. This condition pertains to whether the device is attached to the carburetor or engine hatch cover. No forward facing air deflector for air intake. Any fuel filter and mechanical or electrical fuel pump, with or without regulator may be used. Fuel shall be restricted to automotive or aviation gasoline. NO additives or “trick blends” are allowed. Standard Holley carburetor #0-4781 or HP 0-80786-1 may be used.

j) Distributor – Any distributor that fits the Chevrolet V8 engine without adaptation is permitted. Any ignition system may be used providing no modifications are made to any part of the engine to facilitate it's use and the triggering system remains inside the distributor.

k) Inspections – In the event that a new record is established, the entire engine must be completely dismantled to determine stock status and 6 point minimum inspection for the hull. At any race other than the Nationals and/or divisionals, the race committee can have any boat or any number of boats inspected any may use the 7 point inspection procedure for the engine and the 6 point inspection procedure for the hull (not to preclude a more detailed inspection for both).

l) Jersey Speed Skiff Inspection Procedure, 350 cu. In. Chevy engine:
Will be comparable to procedures already in use for current engines.

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RUDDER RULE

Additions to: Rule 54 - JERSEY SPEED SKIFF CLASS; Section 54.1.8, as follows:

Add to existing rule the following:
Only a single (1) rudder may be used. The rudder must be installed through a gland or rudder port mounted through the bottom of the hull forward of the transom.
...................................... and must be a minimum of 2 inches forward of the transom.

Current Rule:
The rudder shall extend a minimum of 13-3/4 inches below the bottom of the boat, measured off the true bottom (excluding any cavitation plate adjustments). The leading edge of the rudder must not be ahead of the trailing edges of the propeller.

Rule with proposed additions:
Only a single (1) rudder may be used. The rudder must be installed through a gland or rudder port mounted thru the bottom of the hull forward of the transom. The rudder shall extend a minimum of 13-3/4 inches below the bottom of the boat, measured off the true bottom (excluding any cavitation plate adjustments). The leading edge of the rudder must not be ahead of the trailing edges of the propeller and must be a minimum of 2 inches forward of the transom.


Reason for change:
To keep the hull and rigging consistent with a traditional style lapstrake runabout.

Pros: Prevents hybrid development of the boat, i.e., crossing hydro technology with a runabout. Outboard rudders are not necessary for improved handling characteristics over conventional inboard runabout styles and are generally seen as inferior to conventional styles in cornering abilities.

Cons: Some owners will have to change their existing set ups to comply.

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STEP RULE

Addition to: Rule 54 - JERSEY SPEED SKIFF CLASS; Fig. 1 - Jersey Speed Skiff Hull Dimensions, as follows:

Add sentence to bottom of existing rule as follows:
No transverse breaks or steps are permitted on the sides of the hull.

Current Rule:
A minimum of 6 planks or strakes per side and being a minimum of 3/8" thick, except at transom and stem. No simulation by paint or scribed lines.

Rule with proposed addition:
A minimum of 6 planks or strakes per side and being a minimum of 3/8" thick, except at transom and stem. No simulation by paint or scribed lines. No transverse breaks or steps are permitted on the sides of the hull.


Reason for change:
To keep the hull consistent with a traditional style lapstrake runabout.

Pros: Prevents hybrid development of the boat, i.e., crossing hydro technology with a runabout. Steps are not necessary for improved handling characteristics over conventional designs.

Cons: Some owners will have to fill in steps to comply.

UPDATES & ADDITIONS

No time right now for site updates.
Something to look forward to in the off season.

 

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2/14/03

3/10/03
10/7/03
5/30/04

This page was last updated: 08/30/04

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